The RTR 160 4V passed through a lot of hands since it entered our long-term fleet in July 2018. In the 12 months we’ve spent with it, the 160 has been asked to do everything it was built to do; and maybe even a little more. It has gone on long highway stints, crawled for hours in city traffic and has even been ridden off-road. In the last couple of months though, I have been putting it through a little more than that, with the Apache slogan being a good hint of what it is.

The 160cc motor is delightfully quick and free to rev, and it does so without getting hot.

‘Racing DNA unleashed’. Before you assume I’ve been racing on the streets, being a menace to society, let me tell you that it’s not the case. I have, however, been racing at TVS’ Young Media Racer Programme on their race-spec RTR 200s. Now, what has that got to do with our long-term 160? Well, for starters, the bikes share a lot of similarities, in dimensions, hardware, ergonomics and character. This meant that I sort of had my race machine at home to get familiarised with, and so I did.

There is no speed breaker too high or pothole too deep with 180mm of ground clearance.

Every gear shift has been race-quick in the past two months, braking has been as aggressive as safely possible and unused roads around my locality all have tyre marks from practice race starts. However, that’s not all I have been doing with the 160, and the ease with which it transforms into a daily commuter is as effortless as Superman putting on his glasses and shirt to turn into Clark Kent.

Paper-thin seat cover results in even a small tear spreading over time.

I feel the 160 4V is as sporty as a commuter should get. If the ergonomics got any sportier, the seat firmer and the suspension more aggressive, the bike would cross that fine line. The motor also makes segment-leading figures that are more than enough in the city, but the fuel gauge does drop a little quicker than I would have liked, even when riding sedately.

Upward-swept exhaust’s ports have begun rusting due to water accumulation.

It hasn’t all been smooth sailing with the 160 4V and it has visited the service centre twice in the past couple of months. The first time was when it refused to start and required a spark-plug replacement, and the second was when it began leaking oil from where the shifter linkage meets the gearbox casing. TVS told us that oil seal had moved out from its place and its fix was supposedly as simple as repositioning it. Aside from these two issues, the 160 4V has been niggle-free, but after a year, it leaves me craving for something a little more exciting.

In my career as a motoring journalist, scooter long-termers invariably end up in my hands, and I invariably grow bored after a few months and return to a geared motorcycle. The Ntorq was different. I laid claim to it the day it arrived and (almost) never let go till the long-term period of one year ran out. This, despite the temptation of an RR 310 and an Interceptor 650 in our garage. Why? Well, my 35km daily round trip commute has a mix of fast-flowing traffic peppered with a few regular bottlenecks along the way.

The Ntorq’s peppy performance is a lot of fun, and the exhaust note eggs you on, too.

Obviously, nothing beats a scooter in jammed traffic, but most scooters would be out of their element in fast-moving traffic. Not this one – it holds 80kph with ease, the suspension keeps things stable and comfy and it can slow down in a hurry when you need it to. The combination of scooter practicality with fun performance, good comfort and accommodating ergonomics for tall riders is what made me so fond of the Ntorq.

One of the few scooters on the market that comfortably accommodates a tall rider.

Everything hasn’t been perfect through the year, and in our last report, which you’ll find on our website, I did list out a few niggles that were bothering me. Typically proactive, TVS addressed most of them easily, as they were issues with pre-production models (our long-termer is one) that have been fixed on the production machines that you can buy. So, the new fuel-filler cap that was fitted now stays open and doesn’t flop over. The instrument cluster was also replaced, and as a result, the fuel gauge is now more accurate. As for the fuel efficiency, well that’s stayed the way it was –the Ntorq is decently efficient if you ride carefully, but it’s like a drinking buddy who just won’t quit if you keep the throttle pinned to the stop. That’s the way I enjoy riding this scooter, though, so I don’t mind the more frequent tank ups.

The downside of all that fun is that the fuel level drops fast if you’re hard on the gas.

What about the many gadgets? The digital screen is a treat, and the clock is something I sorely miss having on the Interceptor 650 I’ve just moved to. I’ve only used the navigation function twice in all this time, but it’s good knowing that it’s there. I like the cheeky exhaust sound too, but what really seals the deal for me is that the Ntorq is one of the most affordable 125cc scooters in the market. If I had the need for one, there’s no doubt that this would be the scooter I’d have in my garage. Until then, goodbye my cheerful friend, the memories will always be fond.

Braking force has never been a problem, but feel at the lever has always been lacking.

I don’t discriminate when it comes to motorcycles, but let’s face it – some bikes are just more exciting than others. Prior to my stint with the TVS Radeon, I didn’t really think commuters had much in way of character. The little Radeon, however, has changed that, to some extent. This TVS fits right into my commute and it has cut down my cost of travel significantly. As a matter of fact, it reduced my travel time too, as compared to travelling by Mumbai’s public transport.

ON THE CHARGE: USB port is convenient if you want to charge your phone on the go.

Having squeezed the Radeon through the tiniest of gaps around the city for a couple weeks, I wanted to see how it faired on the highway. So one weekend, I rode to Dahanu, about 140km to the north of Mumbai – a majority of which is on the very smooth and fast NH48. For most of my journey, I had the throttle pinned all the way and this had the Radeon maintain a little above 80kph. At these speeds, the engine doesn’t feel overly stressed but a full tuck got me closer to the 90kph mark; at this point, you can really feel the vibrations at the foot pegs, and then the handlebar. Doing this for longer durations will leave you with a tingling sensation from all the vibrations.

LIGHT SHOW: The LED DRLs give the bike a more premium feel and certainly add to its street presence.

In the 1,000-odd km I’ve ridden it, I’ve found a few things I really like. Firstly, the sound – an Apache-like rumble that’s most familiar when you roll off the throttle. It cracks and pops, too! Then there’s the fuel efficiency. Previous tests of the Radeon saw 78.5kpl on the highway, while the figure dropped to 57.7kpl in the city. On my trip to Dahanu, with the engine at the limit most of the time, I managed to squeeze out 42.4kpl. Quite impressive, considering what the bike had to put up with.

COLD-HEARTED: Engine takes a while to warm-up on cold starts. This results in very hesitant throttle response.

So far, I’ve only been disappointed by the braking performance. It’s dull and the front needs a massive pull at the lever for a quick stop, but I suppose that is expected of a drum-brake setup. The Radeon also comes with SBT (Synchronized Braking Technology), which is a welcome safety addition, especially if you’re someone who tends to primarily use the rear brake. The bike has not been entirely trouble-free, though, and we did face the unusual case of a snapped clutch cable. Clutch cables do wear out and will snap over the lifetime of a motorcycle, but 3,000km is far too early for one that’s only been subject to regular, everyday use.

IN THE WAY: Larger footwear tends to accidentally engage gear while trying to access the side stand.

Aside from the hassle of getting the clutch cable fixed, the Radeon has been a likeable partner and one that does its best to ensure that my wallet has to leave the safety of my pocket as infrequently as possible.

]]>Vishal Venugopal Vishal Venugopal 2018 TVS Radeon long term review, second report2461402461401Thu, 27 Jun 2019 07:00:00 +1000412975Vishal Venugopal Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The Radeon&#8217;s second report is brought to you by someone who has little experience with commuters.The Radeon&#8217;s second report is brought to you by someone who has little experience with commuters.Thu, 27 Jun 2019 07:00:00 +1000https://www.autocarindia.com/bike-reviews/2018-tvs-radeon-long-term-review-second-report-412975#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+Long+Termers+Reviews+feed412975Royal Enfield Interceptor 650 long term review, second report

Egged on by the Interceptor’s simplistic appeal, I’d announced all of my ambitious plans with it the last time it was featured on this page. Then, a week passed by without a trace of activity and I began to worry. Thankfully – and to continue with my uncalled-for discourse on great motorcycles from the last time – coming up with a ruse to justify an unreasonably long absence from the office came to me rather naturally. The first such instance saw me cram a clean 2,700km in a matter of four riding days, with a three-day track event wedged in between.

The Interceptor’s character makes you forget it’s a cut-price twin-cylinder motorcycle (perhaps the cheapest of its sort anywhere in the reasonable world), and its abilities turn even a string of tightly packed, long-distance riding days into an easy-going feature film. And because riding it is so comfortable, I found myself feeling rested and refreshed even on the go, stopping only for fuel or to take a photograph of the bike against something agreeable.

TYRE-D OF IT: Tyre removal, when a puncture strikes, is a nightmare.

Alright, so to call that ride ‘perfect’ would be inaccurate because I have discovered the Interceptor’s Achilles heel – the tyre configuration. Before you misinterpret that, let me assure you that the Pirelli rubber it runs is absolutely ample (although it holds a liberal view on small powerslides over concrete roads). The problem is regarding the ease of tyre removal in case of a puncture. At present, given the rim design, the only way to effectively remove the tyre is with the help of a pneumatic machine – which, as many of you would know, isn’t exactly commonplace in India. In the two instances I picked up (a total of five) punctures, I spent a few hours each time just to access the tube – and then another hour or so re-mounting the tyre. It’s frustrating, no doubt, but in a place with negligible assistance, it can mean deep trouble. Now Royal Enfield was kind enough to loan me a new set of tubes, but in the long run, it’s probably advisable to switch to alloys with suitable tubeless tyres; Royal Enfield is going to offer such a setup as an accessory fitment in the time to come, and as much as it takes away from the bike’s classical aesthetics, it’s worth all the trouble you’ll have saved.

I have bigger trouble at hand now, though. While I was daydreaming about yet another ride, Hormazd helped himself to the Interceptor’s keys (erm, along with the motorcycle); and if his enthusiastic weekend plans are anything to go by, I suppose my time with this lovely motorcycle is up. So long, then!

]]>Ruman Devmane Ruman Devmane Royal Enfield Interceptor 650 long term review, second report2461402461401Ruman Devmane Royal Enfield Interceptor 650 long term review, second reportTORQUE IS CHEAP: Creamy torque spread is an absolute highway delight.
2461402461401Ruman Devmane Royal Enfield Interceptor 650 long term review, second reportSEAT IT RIGHT: Accessory ‘touring’ seat still not comfy for too-long riding days.
2461402461401Thu, 23 May 2019 06:00:00 +1000412551Ruman Devmane Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000Our Interceptor has kept its promises, and it&#8217;s only just begun.
Our Interceptor has kept its promises, and it&#8217;s only just begun.
Thu, 23 May 2019 06:00:00 +1000https://www.autocarindia.com/bike-reviews/royal-enfield-interceptor-650-long-term-review-second-report-412551#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+Long+Termers+Reviews+feed4125512018 TVS Apache RTR 160 4V long term review, second report

Our long-term RTR 160 changed a couple of hands before it came to me. I am not one who spends his weekends on the saddle of a motorcycle or on any saddle for that matter. I, instead, spend it sat on the floor of my garage in Dahanu, tinkering with some of my vehicles that need fixing. While my biker colleagues don’t have a problem with that, they do have one with how I choose get to my hometown Dahanu from Mumbai – the train.

The conventional halogen bulb on the RTR is more powerful than some new LED headlights.

I have always found the train to be more convenient than a two-wheeler. But my two-wheeler back then was a fuel-guzzling, remapped 390 Duke with its suspension adjusted to the stiffest setting. My colleagues, however, assured me that the RTR 160 4V is a different motorcycle altogether. It is the perfect mix of a docile commuter and sporty street-naked, and I have done enough kilometres on it in the city to tell they weren’t lying. Knowing this, and the fact that I could end up being the butt of all the ‘fake biker’ jokes, I set out on my first highway stint on the 160.

Wide mirrors on the bike impressively reflect more than two lanes.

Part of my route (from Mumbai to Charoti) includes a stretch popular among superbike owners in Mumbai, and is referred to as the ‘Charoti GP’ because of its wide, straight and smooth roads. What I realised immediately was how this 160 didn’t lose steam accelerating to 105kph, and how happy it was cruising at that speed.

The hinged fuel tank cap doesn’t close with a satisfying click.

The riding position on the RTR was spot-on for the journey. Not once did I find myself repositioning my body – something I end up doing on some bikes with very sporty ergonomics. Rest assured, this doesn’t take away from the handling capabilities of this machine; it was so confidence-inspiring that I took one of the popular high-speed corners at almost the same speed as I do on my 390 Duke, and that is high praise for a motorcycle that also doubles as a commuter. Some credit also goes to the TVS Remora tyres on the bike.

The shift-up light lights up in top gear (5th) and stays on at a cruising speed of 105kph.

The RTR did all of this while returning a fuel efficiency of 38kpl, and this means it isn’t a lot more expensive than the first-class train tickets I buy. But I didn’t take this ride for the sake of convenience (nothing beats the train in Mumbai for that). I did this to see if it would be fun, and the bike certainly proved itself by putting a smile on my face – one that was big enough to overlook everything else, like giving in and letting my colleagues know they were right all along. I am also impressed that the bike shows no signs of ageing, with even its bare-metal components remaining shiny as ever.

]]>Firoze Irani Firoze Irani 2018 TVS Apache RTR 160 4V long term review, second report2461402461401Thu, 11 Apr 2019 07:00:00 +1000412073Firoze Irani Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000It served us well in the city, but what&#8217;s it like on the highway?It served us well in the city, but what&#8217;s it like on the highway?Thu, 11 Apr 2019 07:00:00 +1000https://www.autocarindia.com/bike-reviews/2018-tvs-apache-rtr-160-4v-long-term-review-second-report-412073#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+Long+Termers+Reviews+feed4120732018 TVS Ntorq 125 long term review, third report

The theme for this month’s report is fuel. The Ntorq is a delightfully quick number, but if you aren’t reserved with your throttle hand, you will find yourselves getting very friendly with your neighbouring fuel-pump attendant. I cover about 40km a day on the scooter and typically hold speeds between 50 and 80kph. At this speed, and with generous throttle openings to quickly overtake anything that comes my way, the Ntorq has never returned more than 35kpl. I don’t mind this because I enjoy the pace the Ntorq can so comfortably carry. Of course, if you ride at slower speeds and lazily flow with the traffic, the scooter becomes a lot more efficient, but I just can’t seem to get myself to do so. Nevertheless, this isn’t the scooter for those who love to squeeze every possible bit out of the fuel tank.

AND THERE WAS LIGHT: LED light is a small convenience you’ll appreciate while looking for something in the dark.

Keeping with the theme, the Ntorq’s digital fuel gauge isn’t very accurate and it almost always drops two bars within just 15km of filling up. The bars stay in the mid-range for a long time, and then the final two bars fall as quickly as the first two.

Another quirk appears at the pump, where the external fuel-filler cap refuses to stay open when the scooter is on the side stand. This is because the cap is hinged on the opposite side to the side stand, which means it drops shut when the scooter is leaned onto the stand. Finally, the neck of the fuel tank is very narrow towards the top and despite warning the pump attendant, some fuel almost always spurts out the top when the tank is filled to the brim.

PLENTY FAST: 80kph arrives easily and that makes the Ntorq very peppy for the daily grind.

Recently, the engine was starting to feel a little rough and the throttle hesitant, but the last service addressed all those issues. The rear brake had also gone soft a couple of times in the past few weeks and TVS replaced the drum shoes at the service as well. This was at around the 4,000km mark, and while I do tend to use quite a lot of rear brake on a scooter, it’s still too quick for the shoes to wear out, so I’ll be keeping an eye on the new ones.

FILLER FLOP: Fuel filler cap doesn’t stay open when the scooter is on the side stand, needs to be held up.

In the last report, I complained that the Ntorq’s mirrors distort quite badly around the edges, which gets distracting. TVS sent a pair of replacement mirrors across that are much better, and while they still warp the image a little towards the edges it’s no longer an issue.

If this report sounds negative, I must remind you that all the Ntorq’s plus points remain intact. The performance, comfort and convenience are still enjoyable, and segment-leading. We’re nearly one year down the road with the Ntorq and the daily commute is still something I enjoy.

The difference between a good motorcycle and a great one is simple. On a good motorcycle, you enjoy the ride, but on a great one, you daydream in excitement about the what the future holds. The Interceptor 650 belongs to the latter classification – in my book, at least. In one moment, I’d picked it up, freshly serviced at the local RE dealership, and about half an hour later, I had my riding calendar blocked until about July this year. I’d have already returned from a fast, near-3,000km trip to the racetrack by the time you read this; and right after, it’s going to be pointed in the direction of a seaside retreat, where I will lovingly keep it within sight as I bury myself into a musty old book while hazardously plonked into a hammock. See what I’m on about? The Interceptor is that sort of motorcycle.

SMOOTH OPERATOR: RE’s first modern parallel-twin is a delight whether you want to relax or go all guns blazing.

To begin with, I’m glad we got issued the Silver Spectre paint because it does justice to the retro styling. RE was also kind enough to slap on the optional Touring seat as well as that well-finished fly screen which, more than anything else, keeps those ungainly bolts under the instrument cluster out of plain sight. I also made a quick dash to the local gear shop and got my hands on a magnetic tank bag (the joys of a metal fuel tank!) large enough to carry everyday essentials for a family of two.

SUSPENSION ORDER: Twin-shocks offer a good ride, especially on bad roads, and can be firmed up for better cornering.

Thereafter, I’ve simply been riding it everywhere – often without reason, too! In addition to neatly executing my daily commute, the Interceptor has tempted me to meet friends I haven’t met in a decade, take the longest route home (or just about anywhere) and clock really long hours at work just so I can set off for home in the dead of night, because it looks great in pictures on Mumbai’s rarely empty streets.

A PILLION DREAMS.....of a more ergonomic seat-and-foot-peg configuration. At present, it’s best for short rides.

The best (or worst) part is, I’m not the only one bitten by the Interceptor bug. Before it joined us full-time, even Hormazd had a go on one and rode it all around town for nearly a week. He’s already made riding plans with his friends – and he hasn’t been tempted to ride a motorcycle in two decades! That should tell you a great deal about the kind of impact Royal Enfield has made on the Indian enthusiast.

REFLECT ACTION: Cool, well-finished mirrors could do with a better mechanism for adjustability on the go.

What’s worrying, however, is that I suspect a lot of my colleagues are going to want to borrow it under various pretexts, so I hope we get issued a bunch of long-term Ferraris, Porsches and Mercedes-AMGs soon enough.

The Radeon is TVS’ latest stab at unseating the kings of the commuter market. And with this motorcycle, the company is trying to offer a rugged motorcycle – a workhorse, if you’d like. Ruman, who enjoys his machines mellow, immediately picked up the keys when the Radeon arrived – but, as circumstances would have it, he’s only ridden it a couple of times so far and I found myself riding it for about half a month now. So here’s what I’ve discovered, so far.

PING AND POP: The Radeon stays true to TVS heritage with a nice-sounding exhaust note.

People notice the Radeon. I’m sure this is mostly down to the strange sight of a fully kitted-out rider on a basic commuter, but the Radeon shares some responsibility too. The black grip-pads on the side of the tank and the brown seat are to thank for that. I’ve heard more than a few Royal Enfield comparisons from fellow road-users, and most come with a smile, so the design does seem to be working in the bike’s favour. And yes, while I do feel a bit like a bear on a bicycle when perched on the tiny 112kg Radeon, the ergonomics do deserve praise. There’s proper space for me and the seat is long enough to comfortably carry another similarly large pillion behind. I’ve ridden plenty of bigger bikes that feel more cramped than this one.

CLASSY DIALS: Very basic information on display, but the layout is quite nice to look at.

The Radeon is about as basic as they come. The bike has drum brakes on either end, and a 4-speed, ‘all-up’ transmission with a heel-toe shifter; but I like the effort that has gone into making the basic clocks look interesting. Having a ‘side-stand down’ alert is also nice, but the issue with this one is that the warning beep rings loudly, even when the bike is in neutral. This means you can’t start the engine and let it warm-up in the morning — unless you sit on the motorcycle and lift the stand.

I’m also going to crib about the brakes. While TVS’ new combined braking system (CBS) works well, I do miss the reassuring bite of a disc brake up front. It’s not a deal-breaker, though, since the Radeon is not quick and I rarely find myself above 70kph. The Ntorq is undeniably faster, but I’m sure the Radeon is a lot more efficient. I’ll leave it to Ruman to figure out by just how much.

DRUM ROLL: Combined brake system works well, but drum brakes are weak, as expected.

You can feel the Radeon’s utility intentions coming through in the rather firm suspension setup – it gets more comfortable with a pillion (or maybe a sack of potatoes) on the back. The gearing is really short, too, and I find myself in top gear in a matter of seconds. Again: good for hauling heavy loads, but not great for hustling around at high speeds.

ANNOYING CHIME: Side-stand-down warning makes a loud chiming sound even when the bike is in neutral.

I’ve not disliked my time with the Radeon, but I think I’m about ready to return it to Ruman now, in exchange for my beloved Ntorq. More on the yellow scoot next month.

With the monsoons making a retreat, the Apache RR 310 finally managed to escape the urban jungle it was trapped in over the past few months. Another incentive for the long-delayed ride was to experience the new Apollo tyres we had on test. So just short of having to return the bike, I’m glad I managed to clock a long ride – something this bike is rather good at.

I was particularly impressed by the suspension setup of the flagship Apache as it faced the monsoon-ravaged roads of Mumbai effortlessly. Even at highway speeds, the bike felt compliant and composed over broken surfaces and mild undulations. We’ve always felt that the RR’s handling could improve with better tyres – and we were proven right; the Apollo Alpha H1s I had on the RR 310 let me carry high corner speed with more confidence. Since most of my commute has been under streetlights, I wasn’t able to satisfyingly rate the performance of the bi-LED projector headlights and so I purposely delayed my return journey to ride in the dark. The LED headlights offer good throw and spread at low beam, but I think the high beam could have been stronger. Overall, the Apache RR 310 is a good touring option, if you can ignore the engine vibes.

BRIGHT OF WAY: The LED headlight does a good job for a stock unit. High beam could have been stronger, though.

As I had mentioned in past reports, vibrations have been an issue during my daily commute. And as expected, at triple-digit speeds, the buzz in the handlebar, tank and foot pegs gets even more pronounced. This is irksome, as the engine has more grunt in reserve but owing to the vibes and gruff-sounding engine, you invariably lower cruising speeds. In my last report, I had also mentioned that the gearshift action had become hard, and while a visit to the service centre did improve shift quality, there’s still room for improvement.

CRANKY NATURE: On some occasions you have to thumb the starter multiple times for the motor to come to life.

The Apache RR 310 has been returning between 28-32kpl in the city over the past few months. During the highway run, the bike clocked 30kpl, which with its 11-litre tank capacity should result in a real-world range of 300km, which is respectable. The sporty but comfortable riding position and the generous saddle allows you to clock long hours without complaining. Also, the aerodynamically shaped fairing does well to keep windblast at bay. However, the small rear seat and lack of grab rails make the RR 310 unfriendly for a pillion.

Despite being parked in an open parking lot for the entire monsoon season, there weren’t any rust spots on the bike, and none of the panels started rattling, and that speaks highly of the bike’s quality.

WRONG FOOTING: The rider’s heel often ends up touching the exhaust shield, which is a bit irritating.

So after riding the bike for over 6,000km, do we recommend the Apache RR 310? Yes, if you’re looking for an attractive, comfortable supersport that is easy to live with; as long as you’re willing to deal with the vibey motor and high spare parts cost. Despite these shortcomings, the flagship Apache did impress me.

I only saw the dog when he was under my front wheel. He had decided to bolt across the road from behind a passing bus; and by then it was too late.

I hit him at just under the National Highway speed limit and went down. The next 100-150m were a blur – I got separated from the bike, slid and tumbled on freshly laid tarmac and came to a stop not knowing which way was up. A quick check of my neck and limbs told me all was fine, so I stood up. That’s when the adrenaline started wearing off and I discovered I’d dislocated my left shoulder. In the days following the crash I’ve had time to contemplate and here’s what I think.

CRASHWORTHY: The bike is strong. Has survived both low- and high-speed crashes with just cosmetic damage.

First up, never ever skimp on good gear. My Scott 350 Pro helmet, Triumph Navigator jacket and pants, Alpinestars Spartan gloves and SIDI boots now look like they’ve been through a land-mine explosion but they are the primary reason I could stand up, brush myself off and walk away after. The whole kit costs about Rs 80,000 but the safety engineering that’s gone into them stepped in at that crucial moment and did exactly what they were designed to do.

ARROW GROWL: I just got this Triumph-approved aftermarket exhaust and it really sounds awesome.

Second, invest in motorcycle protection. The Tiger slid down the road for about as much as I did when the luggage top box hit a roadside bollard and brought the bike to a halt. The brunt of the crash was borne by the aftermarket Barkbusters hand guards, the engine protection guard (standard on the XCx) and the pannier rack at the rear. The damage was therefore mainly cosmetic with no wrecking of important bits like the chassis and engine. I’m impressed by the inherent strength of the Tiger. I’ve dropped it at slow speeds when I’m off road many times but this was its first big crash and it came out better than I expected.

WHEEL OUT: You need a special tool to remove the front wheel, which most puncture-wallahs don’t have.

Thirdly, spend a little extra and get the zero depreciation, bumper-to-bumper insurance. For the Tiger, the yearly premium comes to around Rs 18,000 and investing in this is what allowed my wallet to escape the crash unhurt as well. The insurance covers everything, so I haven’t even bothered asking about what I assume is a pretty substantial bill.

REAR FOOT PEGS: Welded onto the frame so can’t remove them for off-roading. Can be a hazard to your feet if you fall.

Fourth: if you ride on Indian roads, this kind of thing is bound to happen. I’ve always known this but am now extra aware that you are up against everything on our roads – from driver/rider education, policing, road design and a general lack of common sense. The government may even introduce a poorly thought-out helmet law soon! In this scenario, the best you can do is to ride extra defensively and build a mental library of all the crazy things that happen on our roads and prepare for it. As for me, I was getting a bit complacent on the bike (the one thing you can’t afford to do on our roads), and this crash served as a good wake-up call.